Air-brake apparatus



July 22, 1924.

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S. G. NEAL AIR BRAKE AEPARATUS Original Filed July 13, 1923 16 Sheets-Sheet 3 mm 1 i IN V EN TOR \S'pencer 61% 0L.

ATTORNEYS July 22 1924. 1,502.520

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July 22, 1924. 1,502,520

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s. G. NEAL1 AIR BRAKE APPARATUS Original Filed July 13, 1923 '16 Sheets-Sheet 12 e/Res. 61mg Fullffeleasefia5atca' 11/ .Brafie nick He lease July 22, 1924.

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s. G. NEAL AIR BRAKE APPARATUS Original Flled July 13, 1923 16 Sheets-Sheet 14 'fiufiy 22', 192% S. G. NEAL AIR BRAKE APPARATUS Original Filed July 13, 1923 16 Sheets-Sheet l5 INVENTOR J QenceT 6. New] AIM ATTORNEYS S. G. NEAL AIR BRAKE APPARATUS Original Filed July 13, 1923 16 Sheets-Sheet '16 INVENTOR- co QDe/xerG/Km/ ATTORNEYS Patented July 22, 1924.

1,502,520 PATENT OFFICE.

SPENCER G. NEAL, OF NEW YORK, 1\T. Y., ASSIG1\TOR T0 AUTOMATIC STRAIGHT AIR BRAKE COMPANY, OF WILMINGTON, DELA'W'ARE, A CORPORATION OF DELAWARE.

AIR-BRAKE APPARATUS.

Applicationfiled July 13, 1923, Serial No. 651,313.

To all whom it may concern.

Be it known that I, SrnNonR G. NEAL, a citizen of the United States, and resident of the borough of Manhattan, in the city, county, and State of New York, have invented certain new and useful Improvements in Air-Brake Apparatus (Case No. 48), of which the following is a specification.

This invention relates to improvements in that type of air brake apparatus disclosed in patents numbered 1,411,368, dated April l, 1922, and 1,418,961, dated June 6, 1922. These patents disclose an air brake apparatus in which brake pipe andbrake pipe reservoir air is used for all service applications of the brakes, an emergency reservoir supplying air for emergency application of the brakes. In the apparatus disclosed in said patents the brake pipe volume is augmented by the brake pipe reservoir, air from said reservoir passing to the brake cylinder with air from the brake pipe during all service applications of the brakes, so that the brake pipe reservoir contains brake pipe air at substantially brake pipe pressure. It is a further characteristic of the apparatus disclosed in said patents that the brake cylinder pressure controls the movement of the triple valve to lap position so that the brake cylinder pressure will be built up to the'desired degree without regard to the length of piston travel or brake cylinder leaks,

Triple valves for air brake apparatus in practical use are designed for use with brake cylinders and air reservoirs of certain sizes and such valves have a certain fixed capacity. It is necessary, therefore, to have triple valves of different sizes and of different constructions, with ports having the necessary capacities to adapt them for use with the different sizes of brake cvlinders and air reservoirs. It follows from this that a triple valve designed and proporti'oned'for use with a ten inch brake cylinder and an air reservoir designed to supply the necessary volume of air for such brake cylinder, is not adapted for use with a sixteen inch brake cylinder or an eighteen inch brake cylinder and an air reservoir of sufficient capacity to supply the necessary volume of air for said cylinders. It is therefore, the present commercial practice to furnish triple valves adapted for use Renewed May 29, 1924.

with certain sizes of brake cylinders. This not on y increases the cost and difficulties of the manufacture of air brake apparatus but requires the railroads to maintain a large supply of repair parts in order to take care of the repairs and replacement of parts in the various types and sizes of triple valve in actual service. The smaller sizes of brake cylinders are usually used on freight cars while the larger sizes are usually used on passenger cars. There are, of course, various sizes of brake cylinders used in 'freight service and various sizes of brake cylinders used in passenger service, dependent upon the weight of the car. It is therefore manifest that a railroad having a business of both freight and passenger service will necessarily have a large variety of triple valves in service.

One of the main objects ofthis invention is to provide a triple valve adapted for use with any and all sizes of brake cylinders and with any and all sizes of air reservoirs so that one standard form of triple valve may be used for all classes of service, both passenger and freight.

In order to provide a standard form of triple valve adapted for all kinds of service, both passenger and freight it is necessary to provide means whereby certain ports and passages therein can be readily varied as to size. in order to take care of the necessary air volumes being handled, it being obvious that the volume of air to be handled for an eighteen inch brake cylinder will greatly exceed the volume to be handied for a ten inch brake cylinder. It is another important object of this invention to provide means,readily accessible and secured to the exterior of the triple valve, whereby the size of certain ports and assages may be varied. This is accomplis ed in the present form of the invention by means of arestriction plate removably secured to the exterior of the triple valve. To adapt the triple valve for use with any desired size of brake cylinder and the necessary air reservoirs to be used therewith it is only necessary to secure ,tothe exterior of the triple valve a restriction plate having ports and passages of the required size to handle the necessary air volume. The ports and passages. to berestricted or varied as to .fcapacity are led to a .flange formed on one outer face of the triple valve casing so they will register with ports and passages in the restrict-ion plate. It is manifest therefore, that by attaching a repipe and to and from the brake cylinder and'the air reservoirs. It will, of course, be understood that the ports and passages controlled by the-various valves in the triple valve will be of suiiicient capacity to handle the air volumes necessary for use in the largest brake cylinder in use. These ports and'passageswill control the operation of the triple valve and handle whatever volume of air passes through the ports of the restriction plate. The restriction plate is conspicuously marked so that the triple valve Wlll bear an indication of the size of the brake cylinder with which the valve is adapted for use. 1

Another object of the invention is to make more positive and more sensitive the operation of the triple valve to service ap plication position.

Another object of the invention is to make more positive the action of the triple valve g in quick release operations.

Of the valve;

There are other important objects and advantages of the invention which will be obviousto those skilled in the art, and which will appear hereinafter.

In the drawings, Fig. 1 is a vertical sectional view of the triple valve on the line 1-1 of Fig. 3;

Fig. 2 a vertical sectional View of the triple valve on the line 22 of Fig. 3;

Fig. 3 a vertical sectional view of the triple valve on the lines 33 of Figs. 1 and 2;

Fig. t a detail horizontal sectional view taken on the lines l-4 of Figs. 1 and 2;

Fig. 5 a vertical sectional view of the triple valve taken onthe line 5 5 of Fig. 3;

Fig. 6 a side elevation of the triple valve with one'section thereof removed;

Fig. 7.21 plan view of the triple valve, a'portion thereof being shown in sectional view;'j

'- Fig. 8 a diagram of the graduating valve showing the ports as arranged on the face .9 a diagram showing the. ports in the graduating valve seat on top oi the main slide valve; r

Fig. 10 a diagram of the main slide valve showing the ports in the face of the valve; Fig. 11 a view of the main slide valve seat showing the ports therein;

A Fig. 12 a v diagram of the emergency sive showing the valves in brake pipe reser voir charging position;

Figs. 14% 15 16 and 17 sectional views corresponding to Figs. 14 to 17 inclusive, showing the graduating valve in emergency reservoir charging position;

Figs. 18 19., and 21 sectional views of the main and graduating valves taken on the lines D, C, B and A of Figs. 8 to 11 in elusive, showing the valves in service application position;

Figs. 18 19 20 and 21 are sections corr spondingto Figs. 18 to 21 inclusive showing the graduating valve in service lap position;

Figs. 22 23, 2t and 25 sectional views of the main and graduating valves taken on the lines D C, B and A of Figs. 8 to 11 inclusive showing the said valves in emergency position;

Figs. 26 and 27 sectional views of the emergency vent valve taken on'the lines E-'E and F-F of Figs 12 and 13. showing the said valves in emergency position;

Figs. 28 and 29 sectional views similar to Figs. 26 and 27 showing the valve in emergency lap position Figs. 30 and 31 sectional views similar to Figs. 26 and 27 showing the valve in normal position;

Figs. 32 and 33 sectional views similar to Figs. 26 and 27 showing the valve in quick release position;

Figs. 34 and 35 sectional views of the pilot valve and its seat taken on the lines GG and H-Hof Figs. and 41 showing the pilot valve in service position;

Figs. 36 and 37 sectional views similar to F 34 and '35 showing thepilot valve in lap position;

Figs. 38 and 39 sectional views similar to Figs. 34 and 35 showing the pilot valve in release position;

Fig. 10 a detail view of the face of the pilot valve;

Fig. 41 a detail view of the pilot valve seat showing the ports therein;

Fig. 42 a detail view of the restriction plate Q;

Fig.43 a detail view showing the flange to which the restriction plate is secured; V

Fig. 44 a diagrammatic view of the entire triple valve showing the ports and passages and valves diagrammatically arranged with the parts in full release and brake pipe reservoir charging position with the release governing valves in quick release position;

Fig. 45 a view similar to Fig. 14 with the parts in full release and emergency reservoir charging position;

Fig. 46 a View similar to Fig. 44 showing the parts in service application position;

Fig. 47 a view similar to Fig. 44 showing the parts in emergency application position;

Fig. 48 a view similar to Fig. 44 showing the parts in emergency lap position; and

Fig. 49 a diagrammatic view showing the triple valve connected to the brake pipe, brake pipe reservoir, emergency reservoir and brake cylinder.

Referring to various parts by reference characters A designates the triple valve; B the emergency reservoir; O the brake cylinder; and D the brake pipe reservoir.

The triple valve comprises a main body portion E and a controller section F. The main body portion contains the main and graduating valves; the service piston; the release and emergency piston; the emergency vent valve; and the emergency vent valve piston. The controller section contains the means for operating the pilot valve.

G designates the brake pipe; H the main or service slide valve; I the graduating valve; J the service piston; K the release and emergency piston; L the emergency vent valve; M the emergency vent valve piston. which piston also operates the quick release valve; N the quick release valve, which controls the discharge of emergency reservoir air to the brake pipe for a quick serial release of the brakes; and O the emergency reservoir valve which controls the discharge of emergency reservoir air to the brake cylinder for an emergency application of the brakes. P designates the pilot valve which controls the operation of the main slide valve, the service and service lap position and also controls the release of brake cylinder pressure when operating in graduated release.

In order to simplify the description, the structural arrangement of the various parts will be first described, and then the vari ous ports, passages and valves and their functions and movements will be described in detail in connection with the several valve operations. In the drawings illustrating the general construction and arrangement of the triple valve, the ports and passages have been to a large extent omitted in order to simplify the drawings and prevent confusion. The ports and passages are illustrated diagrammatically in Figs. 44 to 48 inclusive and have been illustrated correctly in Figs. 8 to 41 inclusive. In view of the full illustrations of the ports and passages in the detail views it is thought unnecessary to attempt to illustrate them in the views showing the construction and arrangement of the parts of the triple valve.

The main body part E of the triple valve is provided with a flange E bymeans of which the triple valve may be bolted to the emergency reservoir B in the usual manner. The ports which lead to the emergency reservoir and to the brake cylinder extend through this flange, the brake cylinder port connecting with a pipe running through the emergency reservoir to the brake cylinder in the usual manner, as indicated by dotted lines in Fig. 49. In the main body portion of the triple valve, and extending transversely thereof side by side are the main slide valve chamber and the emergency vent valve chamber. Secured to the bottom of the main section E of the triple valve bodyis a restriction plate Q in which are formed certain ports and passages hereinafter fully described. The restriction plate carries the brake pipe connection B through which brake pipe air is led to the brake pipe port of the triple valve body; and said plate is also provided with a connection S to which the brake pipe reservoir is connected, the connection S leading through the restriction plate to the brake pipe reservoir port of the triple valve body.

The main body part E of the triple valve is provided with a brake pipe connection 1 which is in direct communication through a passage 2 with a port 3 in the main slide valve seat, thereby placing the brake pipe in direct communication with the main brake pipe chamber 4, said chamber also constituting the main slide valve chamber. In the chamber 4 is arranged a bushing 5 in which is formed the main slide valve seat 6, the main slide valve H operating on said seat and being held in position thereon by means of a spring 7 carried by the main slide valve and bearing on the inner surface of the bushing. In the main body portion E is also formed a supplemental brake pipe chamber 8 at one end of the main brake pipe chamber 4. The chamber 8 is cylindrical and is provided with a bush ing in which reciprocates the service piston J, said piston serving as a movable abutment separating the main brake pipe cham ber from the supplemental. brake pipe chamber. Connected rigidly to the service piston J and extending centrally through the main brake pipe chamber is a valve stem 10 which carries two abutments 11 and 12 which are adapted to engage the ends of valve.

&

in diameter to form a shoulder or abutment 15. The reduced outer end of this stem extends into a cavity formed within a volume chamber 9 secured to the side of the main body part of the triple valve, said cavity forming a part of the supplemental brake pipe chamber 8. The purpose of the volume chamber will be hereinafter described. Surrounding the reduced portion of the stem 14 is a coil spring 114, said spring serving to lap the graduating valve, as hereinafter described. The spring 114 is confined between two collars 17 and 18 loosely arranged on the said stem. The collar 17 normally rests against an abutment 19 and is adapted to be engaged and moved away from said abutment by the shoulder 15 when the main slide valve is moved into service position. The collar 18 is adapted to engage an abutment 20 formed within the cavity of the volume chamber; and on the end of the stemis secured a rigid stop 22 which is adapted to engage the collar 18. The distance between the shoulder 15 and the face of the stop 22 is somewhat less than the distance between the abutments 19 and 20 so that the stem 14 and the parts connected thereto may have a limited independent movement free of the spring pressure. The purpose of this free movement will be hereinafter described.

The main body part E is provided with a large piston chamber 21 which is in direct and open communication with the main brake pipe chamber 4 at the opposite end thereof from the chamber 8. In this piston chamber is arranged the release and emergency piston K which is considerably larger in diameter than the service piston J, said two pistons being axially in line with each other and rigidly connected to the valve stem 10. Secured to the side of the main section of the triple valve body is a casing 24 in which is formed a number of chambers and compartments adapted to receive valvestand valve operating levers, as will be fully hereinafter described. In said casing is formed an emergency valve chamber 23 which registers with the piston chamber 21. The piston K forms a movable abutment separating the chamber 23 from the main brake pipe chamber 4 so that the air pres sure in said chamber 4 will operate on one side of said piston and brake pipe reservoir "pressure in chamber 23 will operate on the other'sid'e of the said piston That side of the piston K which is exposed to the air pressure in the main brake pipe chamber 4 might be termed the release side of the piston and that side which is exposed to the air pressure in the emergency. valve chamber might be termed the emergency side of said piston. The release and emergency p iston K is larger than the service piston J so that an increase in brake pipe pressure in the main brake pipe chamber 4 will move the piston K toward the right hand as viewed in Figs. 1, 44 to 48 inclusive and carry the main slide valve and the graduating valve to release and charging position, as will be more fully hereinafter described.

The release and emergency piston K is provided with a central operating stem 25 which extends outwardly through the emergency valve chamber 23. The outer end of this stem is provided with a stop collar 26 which is adapted to engage a stop shoulder 27 on the casing 24 to limit the movement of the main slide valve to release and charging position. In the emergency valve chamber is arranged an emergency lever 28, one end of which is pivoted at 29 and the other end of which is slidably connected to the stem 25. The lever 28 carries a valve operating pin 30 which is adapted to engage the projecting end of the emergency reservoir valve 0. The valve 0 is a check valve mounted in a bushing in the section E of the triple valve, and controls a port 31 which is in connection with a passage 32, said valve being held yieldingly to its seat by a spring 33. hen the piston K is moved inwardly to emergency position the lever 28 will force the emergency valve 0 from its seat and thereby place passage 32 in communication with the emergency valve chamber 23. Passage 32 is in direct communication with the emergency reservoir, as will be hereinafter described.

The controller section F is mounted on the upper side of the main valve body section E, as viewed in the drawings, and consists of rings 34 and 35, plate 36 and cap plate 37, all of said parts being bolted together and to the body part E. Between these rings and the main body part of the valve are arranged diaphragms 38, 39 and 40, said diaphragms forming chambers 41, 42, 43 and 44. The diaphragm structure, including the central members supporting the diaphragms, is constructed substantially as shown and described in the aforesaid Patents #1,411, 386 and 1,418,961, and it is thought unneces sary to particularly describe that construction herein. Chamber 41 constitutes an emergency reservoir chamber and is in free communication with the emergency reservoir. Chamber 42 constitutes a retention chamber which in graduated release operations receives and retains, for a limited period, a portion of the brake cylinder pressure, as will be more fully hereinafter'de scribed. Chamber 42 is merely an enlargement of chamber 42. In'quick release opera- 

